Saturday, May 6, 2017

CHINO >> More than 50 historic planes were in the air and thousands of people were on the ground Saturday for the first day of the 60th annual Planes of Fame Airshow at the Chino Airport.The show had briefly appeared in jeopardy, after a group of five tenants at the airport, including Yanks Air Museum and Flying Tigers Aviation, sued to stop it.The tenants dropped their motion for a preliminary injunction to stop this year’s show, but said they plan to continue their legal action to stop future air shows unless changes are made.The lawsuit alleges that the air show physically blocks and obstructs businesses at the airport from operating by erecting fences and other barriers that keep would-be customers from accessing their businesses, creating traffic jams that keep customers away. It further alleges that the show hurts their businesses by shutting down the air space, which grounds flight schools and other businesses not affiliated with the show.The show is presented by Planes of Fame Air Museum, which is also located at the Chino Airport.Indeed, Yanks Air Museum was blocked off Saturday. Drivers shuttling attendees from the front gate to the air show pointed out Yanks as they drove by and noted its regular hours — 10 a.m. to 5 p.m. Sunday through Friday and 9 a.m. to 5 p.m. Saturdays — but did not mention the lawsuit.Most attendees, though, said they were familiar with the dispute — and saddened by it.“They should support each other — one hand can’t clap,” said James Claude ‘J.C.’ Stoughton. “These businesses that are suing, did they not know about the air show when they started their businesses?”Stoughton, a retired lieutenant colonel in the Marine Corps, was visiting with 31 other veterans of the VMF 215 Aero Club.“I’ve come here every year since 2004,” he said. “We stop by Flo’s Cafe (at the airport) — the best chicken-fried steak in the West — watch the show and reminisce.“Then we find the Budweiser tent and can’t remember it the next day,” joked Stoughton, of Lebec, in Kern County.The air show included multiple aircraft on the ground available for tours, ranging from planes just slightly longer than a person to the C-130J, which is 113 feet long and has a wingspan of 133 feet.A panel discussion with veterans, military vehicles, a ‘kids zone,’ and food and drink were also available.And in the air, as many as a dozen planes at a time circled spectators and did acrobatics, while announcers gave running commentary and sometimes played the radio traffic from pilots as they flew.“Even though Rob is 67,” an announcer said as Rob ‘The Tumbling Bear’ Harrison flew his yellow Zlin 50 LX straight up, “he sometimes acts like he’s 7 or 6.”The advancing age of many attendees is a concern for air shows and the industry generally, said Dave Francis, 67.“Just about everyone here looks like us,” said Francis, who drove up from Lakeside, in San Diego County, with his wife to meet a good friend from Huntington Beach and spend the day at the air show. “That’s why it’s disappointing they couldn’t work out the lawsuit. I’m sure there’s more going on behind the scenes that we don’t know about, but it seems like it should be an opportunity for synergy.”Francis said he’s been coming to this air show since the 1980s. He hasn’t noticed any major changes, but he thinks the closing of other air shows has increased attendance in Chino.The lawsuit’s plaintiffs, who couldn’t be reached Saturday, have previously said they support the air show in theory, but want it run in a way that makes their businesses accessible.“We feel it’s important to clarify that we are not anti-air show,” Yanks Air Museum said in an earlier Facebook post. “We are against the way that this air show is being operated. Our invitation to Planes of Fame to sit down at the table and resolve this is still open but they have made no attempts to talk with us and our counsel.”The lawsuit alleges that even though the event lasts two days, the setup and takedown extend the event’s impact to an entire week.Slight rain did not deter Saturday’s show, and organizers say Sunday will also go on regardless of weather.Gates re-open at 8 a.m. Sunday, with a flying show from 10:40 a.m. to 4 p.m. Gates close at 5 p.m.General admission is $25, with free admission for children under 12.Original article can be found here: http://www.sbsun.com

PHOENIX (3TV/CBS 5) - Phoenix firefighters battled a fire in a shed containing airplanes and airplane parts near Deer Valley Airport on Saturday afternoon. Crews had to battle strong wind and had trouble accessing the shed which is tucked away in the neighborhood near Beardsley and 30th Street."So it didn't extend to some of these mobile homes," says Capt. Troy Caskey. "Which is another thing, you've got the wind pushing that fire and flame."

Caskey says the call came in as an explosion. Firefighters were concerned about what type of chemicals would be inside the work shed."You have solvents, cleaners, oils different things like that," says Caskey. "So there were things that can burn in there, some wood shelving. Stuff like that we're looking into."Caskey says this is a reminder how important it is for homeowners to clear 30 feet of defensible space around their homes. Homeowners are encouraged to get rid of dead brush and leaves and keep flammables at a distance.

"You have oleanders, you have dried palm fronds, all kinds of things that can really accentuate the amount of fire and the speed in which it travels," says Caskey.Smoke could be seen from Loop 101 and Cave Creek Road. The cause of the fire is under investigation.The shed was located near 2900 Walhalla Lane. According to Phoenix FD, the cause of the fire is still under investigation.Story and video: http://www.azfamily.com

Location: Clearwater, FLAccident Number: ERA17FA174Date & Time: 05/05/2017, 1922 EDTRegistration: N271TSAircraft: CIRRUS DESIGN CORP SR22Aircraft Damage: SubstantialDefining Event: Loss of control in flightInjuries: 1 FatalFlight Conducted Under: Part 91: General Aviation - Personal On May 5, 2017, about 1922 eastern daylight time, a Cirrus SR22, N271TS, impacted terrain during a go-around at the Clearwater Airpark (CLW), Clearwater, Florida. The private pilot was fatally injured, and the airplane sustained substantial damage. The airplane was registered to a private company and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the airport at the time of the accident. No flight plan was filed for the personal cross-country flight that departed Marion County Airport (MAO), Mullins, South Carolina, about 1620.A review of air traffic control (ATC) communications revealed that the airplane departed from the Groton-New London Airport (GON), Groton, Connecticut, about 1103 and was destined for the Hagerstown Regional Airport - James A. Henson Field (HGR), Hagerstown, Maryland. While en route, the pilot elected to continue to MAO. At MAO, he purchased 61.6 gallons of 100LL fuel. After departing MAO, the pilot received flight following services from Jacksonville Air Route Traffic Control Center (ARTCC) until he was handed over to Tampa Approach. When the airplane was about 8 miles north of CLW, about 1915, Tampa Approach terminated radar services, and the pilot proceeded to CLW. There was no further ATC contact with the pilot.As the accident airplane approached runway 16 at CLW, an airline transport pilot (ATP) was entering the traffic pattern at CLW in his Grumman Tiger airplane after deciding to terminate a local flight due to approaching convective weather. The ATP heard the accident pilot announce over the airport's common traffic advisory frequency that he was west of the airport and inbound for landing. The ATP told the pilot that there was a noise restriction on the west side of the airport and that he would need to enter the traffic pattern from the east. The pilot acknowledged and told the ATP that he would follow him in. The ATP said that weather was approaching the airport, and as he crossed over the approach end of the runway to land, the winds became increasingly strong and gusty. It took a long time to get the airplane on the ground, and he had to use full aileron deflection to maintain control. The ATP said that there was wind shear, but he could not estimate the speed or direction of the shear. He estimated that the wind was from between 240° and 270° at a velocity of about 40 knots.According to the ATP, while he was on final approach, he saw the accident airplane on the downwind leg and was aware that it was close behind him in the traffic pattern, so he cleared the runway quickly. He then radioed the pilot and told him that the wind was "snotty" at the approach end of the runway and to be careful. The pilot acknowledged. The ATP then taxied to his parking spot and did not see the accident airplane land. The ATP said that after he parked his airplane the wind was blowing so hard that it was a struggle to get the canopy cover on his airplane. It had also started to rain. The ATP was unaware that the accident airplane had crashed until he heard sirens on the airport and responded to the location of the accident.An airport employee observed the accident airplane on final approach for runway 16. He said it was very windy and gusty, and rainstorms were approaching the airport. The employee said that the airplane appeared to make a normal approach to the airport before it disappeared from his view. The employee then heard the airplane's engine go to full power and saw the airplane in a vertical climb before it rolled left onto its back and descended out of view. The witness said that he knew the airplane was going to crash and started yelling for someone to call 911. He then responded to the accident site and found the airplane in an inverted position adjacent to the taxiway.Data downloaded from the airplane's Avidyne electronic primary flight display (PFD) revealed that the flight from MAO to CLW was recorded. The data showed the airplane approaching CLW from the northeast, making a 360° left turn over the airport, and entering a left downwind leg of the traffic pattern for runway 16. The airplane continued to turn onto the base leg and then onto final approach before the data ended about 1922 when the airplane was over the runway. The last 4 to 6 seconds of the flight were not recorded by the PFD. According to the manufacturer, this can occur when there has been an abrupt loss of power.

Pilot InformationCertificate: PrivateAge: 44, MaleAirplane Rating(s): Single-engine LandSeat Occupied: LeftOther Aircraft Rating(s): NoneRestraint Used: 4-pointInstrument Rating(s): AirplaneSecond Pilot Present: NoInstructor Rating(s): NoneToxicology Performed: YesMedical Certification: Class 3 Without Waivers/LimitationsLast FAA Medical Exam: 07/14/2015Occupational Pilot: NoLast Flight Review or Equivalent: 11/04/2016Flight Time: 244.3 hours (Total, all aircraft), 23.6 hours (Total, this make and model)The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. Review of his logbook revealed that as of April 26, 2017, he had a total flight experience of about 244 hours of which 23.6 hours were in the accident airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on July 14, 2015, with no waivers or limitations.Aircraft and Owner/Operator InformationAircraft Make: CIRRUS DESIGN CORPRegistration: N271TSModel/Series: SR22 NO SERIESAircraft Category: AirplaneYear of Manufacture: 2007Amateur Built: NoAirworthiness Certificate: NormalSerial Number: 2619Landing Gear Type: TricycleSeats: 4Date/Type of Last Inspection: 06/09/2016, AnnualCertified Max Gross Wt.:Time Since Last Inspection: 50 HoursEngines: 1 ReciprocatingAirframe Total Time: 1670.6 Hours at time of accidentEngine Manufacturer: CONT MOTORELT: C126 installed, activated, did not aid in locating accidentEngine Model/Series: IO-550-NRegistered Owner: On fileRated Power: 310 hpOperator: On fileOperating Certificate(s) Held: NoneThe airplane was a four-seat, low-wing, composite airplane with fixed landing gear. It was powered by a 310-horsepower Continental Motors IO-550-N piston engine.The airplane's last annual inspection was on June 9, 2016, at an airframe total time of 1,621.1 hours. The engine was also inspected at this time and had a total of 120.1 total hours since overhaul. Since the annual inspections, both the engine and airplane had accrued an additional 49.5 hours.

Meteorological Information and Flight PlanConditions at Accident Site: Visual ConditionsCondition of Light: DayObservation Facility, Elevation: CLW, 71 ft mslDistance from Accident Site: 0 Nautical MilesObservation Time: 1935 EDTDirection from Accident Site: 0°Lowest Cloud Condition: Scattered / 3200 ft aglVisibility: 10 MilesLowest Ceiling: Broken / 4500 ft aglVisibility (RVR):Wind Speed/Gusts: 14 knots / 23 knotsTurbulence Type Forecast/Actual: / NoneWind Direction: 280°Turbulence Severity Forecast/Actual: / N/AAltimeter Setting: 29.79 inches HgTemperature/Dew Point: 21°C / 12°CPrecipitation and Obscuration:Departure Point: Mullins, SC (MAO)Type of Flight Plan Filed: NoneDestination: Clearwater, FL (CLW)Type of Clearance: VFR Flight FollowingDeparture Time: 1620 EDTType of Airspace: Class G CLW had an automated weather observing system. Recorded weather at 1915 included wind from 280° at 10 knots with gusts to 19 knots, visibility 10 miles, scattered clouds at 4,500 ft above ground level (agl), a broken ceiling at 6,000 ft agl, overcast skies at 8,500 ft agl, temperature 21°C, dew point temperature 11°C, and an altimeter setting of 29.78 inches of mercury.Recorded weather at 1935 included wind from 280° at 14 knots with gusts to 23 knots, visibility 10 miles, scattered clouds at 3,200 ft agl, a broken ceiling at 4,500 ft agl, an overcast ceiling at 6,000 ft agl, temperature 21°C, dew point 12°C, and an altimeter setting of 29.79 inches of mercury.Based on the airplane's flight track, at 1920, it was located in an area of 0 to 15 dBZ reflectivity values. Between 1924 and 1928, Reflectivity values of 10 to 30 dBZ moved over the accident site between 1924 and 1928, and the main band of higher reflectivities of 40 dBZ moved over the accident site after 1928. The 0 to 30 dBZ reflectivity values corresponded to light precipitation. There were no lightning strikes around the accident site at the accident time.An airmen's meteorological information (AIRMET) advisory was valid for the accident site at the accident time. AIRMET Tango was issued at 1645 and advised of moderate turbulence below 12,000 ft. The area forecast issued at 1345 and valid at the time of the accident forecasted a scattered to broken ceiling at 4,000 ft, cloud tops at 8,000 ft, isolated light rain showers, and a west wind with gusts from 25 to 30 knots. The terminal area forecast (TAF) issued for PIE at 1333 and valid at the time of the accident forecasted a wind from 290° at 18 knots with gusts to 28 knots, greater than 6 miles visibility, and scattered clouds at 5,000 ft.A search of weather briefing sources, such as Lockheed Martin Flight Service, Leidos weather briefings, and Direct User Access Terminal Service indicated that the pilot did not receive an official weather briefing from any of these sources.The pilot did receive a weather briefing at 1012 through ForeFlight for a flight between GON and HGR; no ForeFlight weather briefing data was requested or received for a flight to CLW. It is unknown if the pilot checked or received additional weather information before or during the accident flight.A review of the Integrated Terminal Weather System (ITWS) Situation Display applicable to the Tampa Bay, Florida, area for the time surrounding the accident indicated that a downburst/microburst/gust front was moving eastward across the CLW and PIE areas around the accident time. ITWS information is not available to controllers in ARTCCs but is available to airports with air traffic control towers. CLW did not have an air traffic control tower.

Airport InformationAirport: Clearwater Airpark (CLW)Runway Surface Type: AsphaltAirport Elevation: 71 ftRunway Surface Condition: DryRunway Used: 16IFR Approach: NoneRunway Length/Width: 4108 ft / 75 ftVFR Approach/Landing: Full Stop; Traffic Pattern Wreckage and Impact InformationCrew Injuries: 1 FatalAircraft Damage: SubstantialPassenger Injuries: N/AAircraft Fire: NoneGround Injuries: N/AAircraft Explosion: NoneTotal Injuries: 1 FatalLatitude, Longitude: 27.977778, -82.759167 (est) The airplane came to rest inverted on a magnetic heading of 073° in a dry retention pond just east of the runway. The initial impact point was a ground scar. Embedded in the scar were pieces of the left wingtip. The main wreckage, which include the empennage, fuselage, wing, and the engine and propeller, was located about 50 ft east of the initial impact point. The left section of the wing was fractured just outboard of the left flap, and the wing tip had separated. There was no postimpact fire, and the Cirrus Airframe Parachute System (CAPS) was not deployed. The roof of the airplane had collided with an elevated storm drain that was made of concrete. A section of the airplane's roof and door were found at the base of the drain. Propeller marks were also observed on the aluminum guard-rail that was attached to the drain. Flight control cable continuity was established from all major flight control surfaces to the cockpit area. The flap actuator indicated the flaps were at 100% (fully extended). The pitch trim motor was found near the neutral pitch trim position, and the roll trim motor was found in about the full left roll trim position. Both front seats were equipped with airbags, and both bags were deployed. The pilot's four-point seat belt/shoulder harness assembly was cut by rescue personnel.The engine remained partially attached to the airplane, and the three-bladed propeller remained attached to the engine. All three blades were bent aft and exhibited polishing at the tips. The spinner exhibited only minor damage. Examination of the engine revealed that it had sustained some impact damage, but the accessories remained on the engine. The fuel pump was removed, and some fuel was observed in the chamber. The fuel coupling was not broken. The engine crankshaft was manually rotated, and valve train continuity and compression were established on each cylinder. The top spark plugs were grey in color consistent with normal wear per the Champion Check-A-Plug chart. Spark was observed to each ignition lead when the crankshaft was rotated. The fuel manifold valve was removed and disassembled. Some fuel was noted in the manifold chamber, and the screen was absent of debris. Honey-colored oil was observed throughout the engine. The oil pump pumped oil when the crankshaft was rotated. The oil filter was removed and opened. The filament was absent of debris. No mechanical deficiencies were observed with the engine that would have precluded normal operation at the time of impact.Medical And Pathological InformationThe Medical Examiner's Office (District Six), Largo, Florida, performed an autopsy of the pilot. The cause of death was determined to be blunt head trauma.The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing that was negative for all items tested.Additional InformationAdvisory CircularThe FAA's Advisory Circular (AC) 00-6B, titled "Aviation Weather," issued in August 2016 is the primary basic training guide on many weather hazards, including downbursts and microbursts. Section 19.6.3 of the AC states that downbursts and microbursts are associated with rain showers and more frequently with thunderstorm activity. Downbursts create many hazards for aviation and often cause damaging wind at the surface. Further information on the hazards of downbursts and microbursts and the safest courses of action for pilots can be found in the FAA's AC 00-24C and the FAA's Aeronautical Information Manual and obtained from the University Corporation for Atmospheric Research. The FAA and the National Weather Service provide many examples of downburst and microburst conditions associated with rain showers.Pilot Operating HandbookThe go-around procedure described in the airplane pilot operating handbook included retracting the flaps to 50%, after the application of full power.

NTSB Identification: ERA17FA17414 CFR Part 91: General AviationAccident occurred Friday, May 05, 2017 in Clearwater, FLAircraft: CIRRUS DESIGN CORP SR22, registration: N271TSInjuries: 1 Fatal.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.On May 5, 2017, about 1925 eastern daylight time, a Cirrus SR22, N271TS, impacted terrain while attempting to land at the Clearwater Airpark (CLW), Clearwater, Florida. The private pilot was fatally injured and the airplane sustained substantial damage. The airplane was registered to a private company and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the airport at the time of the accident. No flight plan was filed for the flight that departed Plantation Airpark (JYL), Sylvania, Georgia, about 1711, and was destined for CLW.A preliminary review of air traffic control (ATC) communications revealed the flight originated about 1103 from the Groton-New London Airport (GON), Groton, Connecticut, and was destined for the Hagerstown Regional Airport - James A. Henson Field (HGR), Hagerstown, Maryland. While en route, the pilot diverted to JYL. After departing JYL, the pilot requested flight following services from ATC. When the airplane was about 8 miles north of CLW, about 1918, radar services were terminated and the pilot proceeded to CLW.Another pilot was entering the traffic pattern at CLW when he heard the accident pilot announce over the airport's common traffic advisory frequency frequency that he was west of the airport and inbound for landing. The other pilot told the accident pilot that there was a noise restriction on the west side of the airport and that he would need to enter the traffic pattern from the east. The accident pilot acknowledged and told the other pilot that he would follow him in. The other pilot said he could see storms approaching the airport. When he crossed over the approach end of the runway to try and land, the winds became increasingly strong and gusty. The pilot said it took him a long time to get the airplane on the ground and he had to use full aileron deflection to maintain control. He said there was wind shear, but he could not estimate the speed or direction of the shear; however, he estimated the wind was between 240 and 270 degrees at a velocity of about 40 knots.The pilot said that he saw the accident airplane on downwind, while he was on final approach, and was aware that he was close behind him in the pattern, so he cleared the runway quickly. He then radioed the accident pilot and told him the wind was "snotty" at the approach end of the runway and to be careful. The accident pilot acknowledged. The other pilot then taxied to his parking spot and did not see the accident airplane land. The pilot said that after he parked his airplane the wind was blowing so hard that it was struggle to get the canopy cover on his airplane. It had also started to rain. The pilot was unaware that the accident airplane had crashed until he heard sirens on the airport and responded to the location of the accident.An airport employee observed the accident airplane on a final approach for runway 16. He said it was very windy and gusty, and storms were approaching the airport. The employee said the airplane appeared to make a normal approach to the airport before it disappeared from his view. The employee then heard the airplane's engine go to full power. He said the airplane entered a vertical climb before it rolled left onto its back. The airplane then descended while traveling toward the east inverted before it disappeared from view. The witness said he knew the airplane was going to crash and started yelling for someone to call 911. He then responded to the accident site and saw fuel draining from the airplane.The airplane came to rest inverted on a magnetic heading of 073° in a dry retention pond just east of the runway. The initial impact point was a ground scar. Embedded in the scar were pieces of the left wing tip. The main wreckage, which include the empennage, fuselage, the right wing, portions of the left wing, and the engine and propeller, were located about 50 ft east of the initial impact point. The left wing was fractured just outboard of the flap, and the wing tip had separated. There was no post-impact fire and the onboard ballistic recovery system (parachute) was not deployed. The roof of the airplane had collided with an elevated storm drain that was made of concrete. A section of the airplane's roof and door were found at the base of the drain. Propeller marks were also observed on the aluminum guard-rail that was attached to the drain. Flight control continuity was established for all major flight control surfaces to the cockpit area. The flap actuator indicated the flaps were fully extended. The pitch trim motor was found near the neutral trim position and the roll trim motor was found in an approximate full left roll position. Both front seats were equipped with airbags and both bags were deployed. The pilot's four-point seat belt/shoulder harness assembly had been cut by rescue personnel.The engine remained partially attached to the airplane and the three-bladed propeller remained attached to the engine. All three blades were bent aft and exhibited polishing at the tips. The spinner exhibited only minor damage. Examination of the engine revealed it had sustained some impact damage, but the accessories remained on the engine. The fuel pump was removed and some fuel was observed in the chamber. The fuel coupling was not broken. The engine was manually rotated and valve train continuity and compression were established on each cylinder. The top spark plugs were grey in color consistent with normal wear per the Champion Check-A-Plug chart. Spark was observed to each ignition lead when the engine was rotated. The fuel manifold valve was removed and disassembled. Some fuel was noted in the manifold chamber and the screen was absent of debris. Honey-colored oil was observed throughout the engine. The oil pump was pumping oil when the engine was rotated. The oil filter was removed and opened. The filament was absent of debris. No mechanical deficiencies were observed with the engine that would have precluded normal operation at the time of impact.The airplane was equipped with an Avidyne electronic primary flight display (PFD) and a multi-function display (MFD). The PFD unit and the solid-state memory card from the MFD were recovered from the wreckage for examination and download.The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. Review of his logbook revealed that as of April 26, 2017, he had a total of about 244 flights hours, of which, 23.6 hours were in the accident airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on July 14, 2015, with no waivers or limitations.Recorded weather at CLW, at 1935, included wind from 280° at 14 knots with gusts to 23 knots, visibility 10 miles, scattered clouds at 3,200 ft, a broken ceiling at 4,500 ft, an overcast ceiling at 6,000 ft, temperature 21° C, dew point 12° C, and an altimeter setting of 29.79 inHg.Recorded weather at St. Petersburg-Clearwater International Airport (PIE), St. Petersburg, Florida, located about 6 miles southeast of CLW, at 1953, included wind from 270° at 16 knots with gusts to 32 knots, 9 miles visibility, light rain, few clouds at 4,700 ft, a broken ceiling at 5,500 ft, an overcast ceiling at 8,000 ft, temperature 21° C, dew point 13 degrees C, and an altimeter setting of 29.80 inHg. A peak wind was recorded from 260° at 32 knots at 1947 and rain began at 1950.

The National Transportation Safety Board traveled to the scene of this accident.

Location: Clearwater, FLAccident Number: ERA17FA174Date & Time: 05/05/2017, 1922 EDTRegistration: N271TSAircraft: CIRRUS DESIGN CORP SR22Aircraft Damage: SubstantialDefining Event: Loss of control in flightInjuries: 1 FatalFlight Conducted Under: Part 91: General Aviation - Personal On May 5, 2017, about 1922 eastern daylight time, a Cirrus SR22, N271TS, impacted terrain during a go-around at the Clearwater Airpark (CLW), Clearwater, Florida. The private pilot was fatally injured, and the airplane sustained substantial damage. The airplane was registered to a private company and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the airport at the time of the accident. No flight plan was filed for the personal cross-country flight that departed Marion County Airport (MAO), Mullins, South Carolina, about 1620.A review of air traffic control (ATC) communications revealed that the airplane departed from the Groton-New London Airport (GON), Groton, Connecticut, about 1103 and was destined for the Hagerstown Regional Airport - James A. Henson Field (HGR), Hagerstown, Maryland. While en route, the pilot elected to continue to MAO. At MAO, he purchased 61.6 gallons of 100LL fuel. After departing MAO, the pilot received flight following services from Jacksonville Air Route Traffic Control Center (ARTCC) until he was handed over to Tampa Approach. When the airplane was about 8 miles north of CLW, about 1915, Tampa Approach terminated radar services, and the pilot proceeded to CLW. There was no further ATC contact with the pilot.As the accident airplane approached runway 16 at CLW, an airline transport pilot (ATP) was entering the traffic pattern at CLW in his Grumman Tiger airplane after deciding to terminate a local flight due to approaching convective weather. The ATP heard the accident pilot announce over the airport's common traffic advisory frequency that he was west of the airport and inbound for landing. The ATP told the pilot that there was a noise restriction on the west side of the airport and that he would need to enter the traffic pattern from the east. The pilot acknowledged and told the ATP that he would follow him in. The ATP said that weather was approaching the airport, and as he crossed over the approach end of the runway to land, the winds became increasingly strong and gusty. It took a long time to get the airplane on the ground, and he had to use full aileron deflection to maintain control. The ATP said that there was wind shear, but he could not estimate the speed or direction of the shear. He estimated that the wind was from between 240° and 270° at a velocity of about 40 knots.According to the ATP, while he was on final approach, he saw the accident airplane on the downwind leg and was aware that it was close behind him in the traffic pattern, so he cleared the runway quickly. He then radioed the pilot and told him that the wind was "snotty" at the approach end of the runway and to be careful. The pilot acknowledged. The ATP then taxied to his parking spot and did not see the accident airplane land. The ATP said that after he parked his airplane the wind was blowing so hard that it was a struggle to get the canopy cover on his airplane. It had also started to rain. The ATP was unaware that the accident airplane had crashed until he heard sirens on the airport and responded to the location of the accident.An airport employee observed the accident airplane on final approach for runway 16. He said it was very windy and gusty, and rainstorms were approaching the airport. The employee said that the airplane appeared to make a normal approach to the airport before it disappeared from his view. The employee then heard the airplane's engine go to full power and saw the airplane in a vertical climb before it rolled left onto its back and descended out of view. The witness said that he knew the airplane was going to crash and started yelling for someone to call 911. He then responded to the accident site and found the airplane in an inverted position adjacent to the taxiway.Data downloaded from the airplane's Avidyne electronic primary flight display (PFD) revealed that the flight from MAO to CLW was recorded. The data showed the airplane approaching CLW from the northeast, making a 360° left turn over the airport, and entering a left downwind leg of the traffic pattern for runway 16. The airplane continued to turn onto the base leg and then onto final approach before the data ended about 1922 when the airplane was over the runway. The last 4 to 6 seconds of the flight were not recorded by the PFD. According to the manufacturer, this can occur when there has been an abrupt loss of power. Pilot InformationCertificate: PrivateAge: 44, MaleAirplane Rating(s): Single-engine LandSeat Occupied: LeftOther Aircraft Rating(s): NoneRestraint Used: 4-pointInstrument Rating(s): AirplaneSecond Pilot Present: NoInstructor Rating(s): NoneToxicology Performed: YesMedical Certification: Class 3 Without Waivers/LimitationsLast FAA Medical Exam: 07/14/2015Occupational Pilot: NoLast Flight Review or Equivalent: 11/04/2016Flight Time: 244.3 hours (Total, all aircraft), 23.6 hours (Total, this make and model)The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. Review of his logbook revealed that as of April 26, 2017, he had a total flight experience of about 244 hours of which 23.6 hours were in the accident airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on July 14, 2015, with no waivers or limitations.Aircraft and Owner/Operator InformationAircraft Make: CIRRUS DESIGN CORPRegistration: N271TSModel/Series: SR22 NO SERIESAircraft Category: AirplaneYear of Manufacture: 2007Amateur Built: NoAirworthiness Certificate: NormalSerial Number: 2619Landing Gear Type: TricycleSeats: 4Date/Type of Last Inspection: 06/09/2016, AnnualCertified Max Gross Wt.:Time Since Last Inspection: 50 HoursEngines: 1 ReciprocatingAirframe Total Time: 1670.6 Hours at time of accidentEngine Manufacturer: CONT MOTORELT: C126 installed, activated, did not aid in locating accidentEngine Model/Series: IO-550-NRegistered Owner: On fileRated Power: 310 hpOperator: On fileOperating Certificate(s) Held: NoneThe airplane was a four-seat, low-wing, composite airplane with fixed landing gear. It was powered by a 310-horsepower Continental Motors IO-550-N piston engine.The airplane's last annual inspection was on June 9, 2016, at an airframe total time of 1,621.1 hours. The engine was also inspected at this time and had a total of 120.1 total hours since overhaul. Since the annual inspections, both the engine and airplane had accrued an additional 49.5 hours.Meteorological Information and Flight PlanConditions at Accident Site: Visual ConditionsCondition of Light: DayObservation Facility, Elevation: CLW, 71 ft mslDistance from Accident Site: 0 Nautical MilesObservation Time: 1935 EDTDirection from Accident Site: 0°Lowest Cloud Condition: Scattered / 3200 ft aglVisibility: 10 MilesLowest Ceiling: Broken / 4500 ft aglVisibility (RVR):Wind Speed/Gusts: 14 knots / 23 knotsTurbulence Type Forecast/Actual: / NoneWind Direction: 280°Turbulence Severity Forecast/Actual: / N/AAltimeter Setting: 29.79 inches HgTemperature/Dew Point: 21°C / 12°CPrecipitation and Obscuration:Departure Point: Mullins, SC (MAO)Type of Flight Plan Filed: NoneDestination: Clearwater, FL (CLW)Type of Clearance: VFR Flight FollowingDeparture Time: 1620 EDTType of Airspace: Class G CLW had an automated weather observing system. Recorded weather at 1915 included wind from 280° at 10 knots with gusts to 19 knots, visibility 10 miles, scattered clouds at 4,500 ft above ground level (agl), a broken ceiling at 6,000 ft agl, overcast skies at 8,500 ft agl, temperature 21°C, dew point temperature 11°C, and an altimeter setting of 29.78 inches of mercury.Recorded weather at 1935 included wind from 280° at 14 knots with gusts to 23 knots, visibility 10 miles, scattered clouds at 3,200 ft agl, a broken ceiling at 4,500 ft agl, an overcast ceiling at 6,000 ft agl, temperature 21°C, dew point 12°C, and an altimeter setting of 29.79 inches of mercury.Based on the airplane's flight track, at 1920, it was located in an area of 0 to 15 dBZ reflectivity values. Between 1924 and 1928, Reflectivity values of 10 to 30 dBZ moved over the accident site between 1924 and 1928, and the main band of higher reflectivities of 40 dBZ moved over the accident site after 1928. The 0 to 30 dBZ reflectivity values corresponded to light precipitation. There were no lightning strikes around the accident site at the accident time.An airmen's meteorological information (AIRMET) advisory was valid for the accident site at the accident time. AIRMET Tango was issued at 1645 and advised of moderate turbulence below 12,000 ft. The area forecast issued at 1345 and valid at the time of the accident forecasted a scattered to broken ceiling at 4,000 ft, cloud tops at 8,000 ft, isolated light rain showers, and a west wind with gusts from 25 to 30 knots. The terminal area forecast (TAF) issued for PIE at 1333 and valid at the time of the accident forecasted a wind from 290° at 18 knots with gusts to 28 knots, greater than 6 miles visibility, and scattered clouds at 5,000 ft.A search of weather briefing sources, such as Lockheed Martin Flight Service, Leidos weather briefings, and Direct User Access Terminal Service indicated that the pilot did not receive an official weather briefing from any of these sources.The pilot did receive a weather briefing at 1012 through ForeFlight for a flight between GON and HGR; no ForeFlight weather briefing data was requested or received for a flight to CLW. It is unknown if the pilot checked or received additional weather information before or during the accident flight.A review of the Integrated Terminal Weather System (ITWS) Situation Display applicable to the Tampa Bay, Florida, area for the time surrounding the accident indicated that a downburst/microburst/gust front was moving eastward across the CLW and PIE areas around the accident time. ITWS information is not available to controllers in ARTCCs but is available to airports with air traffic control towers. CLW did not have an air traffic control tower. Airport InformationAirport: Clearwater Airpark (CLW)Runway Surface Type: AsphaltAirport Elevation: 71 ftRunway Surface Condition: DryRunway Used: 16IFR Approach: NoneRunway Length/Width: 4108 ft / 75 ftVFR Approach/Landing: Full Stop; Traffic Pattern Wreckage and Impact InformationCrew Injuries: 1 FatalAircraft Damage: SubstantialPassenger Injuries: N/AAircraft Fire: NoneGround Injuries: N/AAircraft Explosion: NoneTotal Injuries: 1 FatalLatitude, Longitude: 27.977778, -82.759167 (est) The airplane came to rest inverted on a magnetic heading of 073° in a dry retention pond just east of the runway. The initial impact point was a ground scar. Embedded in the scar were pieces of the left wingtip. The main wreckage, which include the empennage, fuselage, wing, and the engine and propeller, was located about 50 ft east of the initial impact point. The left section of the wing was fractured just outboard of the left flap, and the wing tip had separated. There was no postimpact fire, and the Cirrus Airframe Parachute System (CAPS) was not deployed. The roof of the airplane had collided with an elevated storm drain that was made of concrete. A section of the airplane's roof and door were found at the base of the drain. Propeller marks were also observed on the aluminum guard-rail that was attached to the drain. Flight control cable continuity was established from all major flight control surfaces to the cockpit area. The flap actuator indicated the flaps were at 100% (fully extended). The pitch trim motor was found near the neutral pitch trim position, and the roll trim motor was found in about the full left roll trim position. Both front seats were equipped with airbags, and both bags were deployed. The pilot's four-point seat belt/shoulder harness assembly was cut by rescue personnel.The engine remained partially attached to the airplane, and the three-bladed propeller remained attached to the engine. All three blades were bent aft and exhibited polishing at the tips. The spinner exhibited only minor damage. Examination of the engine revealed that it had sustained some impact damage, but the accessories remained on the engine. The fuel pump was removed, and some fuel was observed in the chamber. The fuel coupling was not broken. The engine crankshaft was manually rotated, and valve train continuity and compression were established on each cylinder. The top spark plugs were grey in color consistent with normal wear per the Champion Check-A-Plug chart. Spark was observed to each ignition lead when the crankshaft was rotated. The fuel manifold valve was removed and disassembled. Some fuel was noted in the manifold chamber, and the screen was absent of debris. Honey-colored oil was observed throughout the engine. The oil pump pumped oil when the crankshaft was rotated. The oil filter was removed and opened. The filament was absent of debris. No mechanical deficiencies were observed with the engine that would have precluded normal operation at the time of impact.Medical And Pathological InformationThe Medical Examiner's Office (District Six), Largo, Florida, performed an autopsy of the pilot. The cause of death was determined to be blunt head trauma.The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing that was negative for all items tested.Additional InformationAdvisory CircularThe FAA's Advisory Circular (AC) 00-6B, titled "Aviation Weather," issued in August 2016 is the primary basic training guide on many weather hazards, including downbursts and microbursts. Section 19.6.3 of the AC states that downbursts and microbursts are associated with rain showers and more frequently with thunderstorm activity. Downbursts create many hazards for aviation and often cause damaging wind at the surface. Further information on the hazards of downbursts and microbursts and the safest courses of action for pilots can be found in the FAA's AC 00-24C and the FAA's Aeronautical Information Manual and obtained from the University Corporation for Atmospheric Research. The FAA and the National Weather Service provide many examples of downburst and microburst conditions associated with rain showers.Pilot Operating HandbookThe go-around procedure described in the airplane pilot operating handbook included retracting the flaps to 50%, after the application of full power.

NTSB Identification: ERA17FA17414 CFR Part 91: General AviationAccident occurred Friday, May 05, 2017 in Clearwater, FLAircraft: CIRRUS DESIGN CORP SR22, registration: N271TSInjuries: 1 Fatal.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.On May 5, 2017, about 1925 eastern daylight time, a Cirrus SR22, N271TS, impacted terrain while attempting to land at the Clearwater Airpark (CLW), Clearwater, Florida. The private pilot was fatally injured and the airplane sustained substantial damage. The airplane was registered to a private company and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the airport at the time of the accident. No flight plan was filed for the flight that departed Plantation Airpark (JYL), Sylvania, Georgia, about 1711, and was destined for CLW.A preliminary review of air traffic control (ATC) communications revealed the flight originated about 1103 from the Groton-New London Airport (GON), Groton, Connecticut, and was destined for the Hagerstown Regional Airport - James A. Henson Field (HGR), Hagerstown, Maryland. While en route, the pilot diverted to JYL. After departing JYL, the pilot requested flight following services from ATC. When the airplane was about 8 miles north of CLW, about 1918, radar services were terminated and the pilot proceeded to CLW.Another pilot was entering the traffic pattern at CLW when he heard the accident pilot announce over the airport's common traffic advisory frequency frequency that he was west of the airport and inbound for landing. The other pilot told the accident pilot that there was a noise restriction on the west side of the airport and that he would need to enter the traffic pattern from the east. The accident pilot acknowledged and told the other pilot that he would follow him in. The other pilot said he could see storms approaching the airport. When he crossed over the approach end of the runway to try and land, the winds became increasingly strong and gusty. The pilot said it took him a long time to get the airplane on the ground and he had to use full aileron deflection to maintain control. He said there was wind shear, but he could not estimate the speed or direction of the shear; however, he estimated the wind was between 240 and 270 degrees at a velocity of about 40 knots.The pilot said that he saw the accident airplane on downwind, while he was on final approach, and was aware that he was close behind him in the pattern, so he cleared the runway quickly. He then radioed the accident pilot and told him the wind was "snotty" at the approach end of the runway and to be careful. The accident pilot acknowledged. The other pilot then taxied to his parking spot and did not see the accident airplane land. The pilot said that after he parked his airplane the wind was blowing so hard that it was struggle to get the canopy cover on his airplane. It had also started to rain. The pilot was unaware that the accident airplane had crashed until he heard sirens on the airport and responded to the location of the accident.An airport employee observed the accident airplane on a final approach for runway 16. He said it was very windy and gusty, and storms were approaching the airport. The employee said the airplane appeared to make a normal approach to the airport before it disappeared from his view. The employee then heard the airplane's engine go to full power. He said the airplane entered a vertical climb before it rolled left onto its back. The airplane then descended while traveling toward the east inverted before it disappeared from view. The witness said he knew the airplane was going to crash and started yelling for someone to call 911. He then responded to the accident site and saw fuel draining from the airplane.The airplane came to rest inverted on a magnetic heading of 073° in a dry retention pond just east of the runway. The initial impact point was a ground scar. Embedded in the scar were pieces of the left wing tip. The main wreckage, which include the empennage, fuselage, the right wing, portions of the left wing, and the engine and propeller, were located about 50 ft east of the initial impact point. The left wing was fractured just outboard of the flap, and the wing tip had separated. There was no post-impact fire and the onboard ballistic recovery system (parachute) was not deployed. The roof of the airplane had collided with an elevated storm drain that was made of concrete. A section of the airplane's roof and door were found at the base of the drain. Propeller marks were also observed on the aluminum guard-rail that was attached to the drain. Flight control continuity was established for all major flight control surfaces to the cockpit area. The flap actuator indicated the flaps were fully extended. The pitch trim motor was found near the neutral trim position and the roll trim motor was found in an approximate full left roll position. Both front seats were equipped with airbags and both bags were deployed. The pilot's four-point seat belt/shoulder harness assembly had been cut by rescue personnel.The engine remained partially attached to the airplane and the three-bladed propeller remained attached to the engine. All three blades were bent aft and exhibited polishing at the tips. The spinner exhibited only minor damage. Examination of the engine revealed it had sustained some impact damage, but the accessories remained on the engine. The fuel pump was removed and some fuel was observed in the chamber. The fuel coupling was not broken. The engine was manually rotated and valve train continuity and compression were established on each cylinder. The top spark plugs were grey in color consistent with normal wear per the Champion Check-A-Plug chart. Spark was observed to each ignition lead when the engine was rotated. The fuel manifold valve was removed and disassembled. Some fuel was noted in the manifold chamber and the screen was absent of debris. Honey-colored oil was observed throughout the engine. The oil pump was pumping oil when the engine was rotated. The oil filter was removed and opened. The filament was absent of debris. No mechanical deficiencies were observed with the engine that would have precluded normal operation at the time of impact.The airplane was equipped with an Avidyne electronic primary flight display (PFD) and a multi-function display (MFD). The PFD unit and the solid-state memory card from the MFD were recovered from the wreckage for examination and download.The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. Review of his logbook revealed that as of April 26, 2017, he had a total of about 244 flights hours, of which, 23.6 hours were in the accident airplane. His last Federal Aviation Administration (FAA) third-class medical was issued on July 14, 2015, with no waivers or limitations.Recorded weather at CLW, at 1935, included wind from 280° at 14 knots with gusts to 23 knots, visibility 10 miles, scattered clouds at 3,200 ft, a broken ceiling at 4,500 ft, an overcast ceiling at 6,000 ft, temperature 21° C, dew point 12° C, and an altimeter setting of 29.79 inHg.Recorded weather at St. Petersburg-Clearwater International Airport (PIE), St. Petersburg, Florida, located about 6 miles southeast of CLW, at 1953, included wind from 270° at 16 knots with gusts to 32 knots, 9 miles visibility, light rain, few clouds at 4,700 ft, a broken ceiling at 5,500 ft, an overcast ceiling at 8,000 ft, temperature 21° C, dew point 13 degrees C, and an altimeter setting of 29.80 inHg. A peak wind was recorded from 260° at 32 knots at 1947 and rain began at 1950.

James R. Fink November 12, 1972 - May 5, 2017 Born in Stuttgart, Germany Resided in Exeter, Rhode Island We are deeply saddened to announce the sudden passing of James R. Fink, 44, of Exeter, RI on May 5, 2017. He was the President of Kleinholz, Inc, a forensic engineering and consulting firm. He is survived by his wife Nicole Arcand, MD, and two fabulous girls, Adalyn and Sydney. He was beloved by his parents, Dr. Theodore and Mrs. Jan Fink, of Shelburne, VT, his brother Michael Fink and his wife Kelsey Barrett Fink, his sister Kathleen Fink Cheeseman and her husband Gareth Cheeseman, his parents-in-law, Dr. Alfred and Mrs. Louise Arcand, of Coventry, RI, Nicole's siblings, their spouses and many nieces and nephews.Visiting hours are 4:00 - 7:00 P.M. on Friday, May 12, 2017 at the Potvin-Quinn Funeral Home, 45 Curson St., West Warwick, RI 02893.On Saturday, May 13, 2017 there will be a Celebration of Jim's Life starting at 11:00 A.M., followed by lunch at the Quidnessett Country Club, 950 North Quidnessett Rd, North Kingston, RI 02852.In lieu of flowers, donations may be sent to the National Multiple Sclerosis Society (www.nationalmssociety.org) or March of Dimes.

CLEARWATER, Fla. (WFLA) — Clearwater officials have identified a pilot killed in a plane crash Friday night at the Clearwater Airpark.James R. Fink, 44, of Rhode Island was coming to town for a business conference. Officials say he was flying a 2007 Cirrus fixed wing, single-engine plane when he crashed at the airport.Landing gear pointed to the sky, the fuselage crumpled, the Cirrus SR22 G3 aircraft sat near a secondary taxiway.It’s intended point of touchdown was about 50 feet away.“Somebody here at the airport heard something, heard the crash and called 911. So, that’s when our paramedics and police both responded to the scene,” said Rob Shaw, with the Clearwater Police Department and Fire Rescue.They pulled the pilot, the only person aboard, out of the cockpit, but there was nothing they could do. He died on the scene.Eagle 8 HD shows where this accident happened. It’s on the north side of the field, just east of the main runway.While the FAA and the NTSB will now take over the official investigation to determine what went wrong, weather appears to be a factor.“I think one of the theories, the plane was landing on runway 16, and about the same time, there’s a lot of gusty winds out here, so about that same time, a gust of wind might have caused it to flip and overturn on its top,” said Shaw.It appears the plane may have touched down and immediately got caught in the wind, hurling it to the east in a violent toss.Video taken from the airport office did not catch the plane as it lost control.“We’re actually gonna appeal to the public is, if you live around this area and you saw or heard anything unusual, please call the Clearwater Police Department.”Story and video: http://wfla.com

CLEARWATER (FOX 13) - The NTSB and FAA will lead an investigation into what caused a deadly plane crash at the Clearwater Airpark on Friday night.Officials identified the pilot as James R. Fink, 44 ,of Exeter, Rhode Island. Fink was the only person on board a Cirrus SR22 G3 plane when it crashed around 7:30 p.m. Friday.An employee at the Airpark called for help after spotting the wreckage in a grassy median beside an airstrip where planes typically take off.Paramedics pulled Fink from the wreckage, but he died on scene. Clearwater Police said they have reason to believe the victim is not a resident of Tampa Bay."From all indications, the aircraft is registered from out of state, so we're not thinking that the person is local, but that's still way up in the air,” said Rob Shaw, spokesperson for Clearwater Police and Fire.Police said an initial investigation shows the plane may have flipped in the air due to strong winds, causing it to crash upside down before making it to the landing strip.“We’re waiting on the NTSB and the FAA to come here and take over the official investigation. I think one of the theories is that the plane was landing on runway 1-6, and about the same time, there are a lot of gusty winds out here, so about that same time, a gust of wind might have caused it to flip and overturn on its top,” said Shaw.The Clearwater Airpark is a popular place for plane enthusiasts and owners of private planes.Clearwater Police are hoping someone who witnessed the crash or recorded any video, will reach out to them to shed some light on what may have led up to the tragic accident. The NTSB and FAA are expected to arrive in Clearwater at 3 p.m. Saturday to take over the investigation. Clearwater Police said until then, the airstrip will remain closed.Story and video: http://www.fox13news.com